Transportation vehicle



Jan. 28, 393'. F. R. FAcaEoL. Er AL 2,028,829

TRANSPORTATION VEHICLE Filed Dec. '7, 1951 5 Sheets-Sheet l Jan. 28,1936. F, R, FAGEQL ET AL 2,028,829

TRANSPORTATION VEHICLE Filed Dec. 7, 1931 5 Sheets-Sheet 2 Il .I 25212' 14 38 f g tous f'" "WM/" 5W f1 S; Y E10/r Ejyfa/ Jan. 22, 1936. F, R, FAGEOL ET AL 2,028,829

TRANSPORTATIONA VEHICLE Filed Dec. '7, 1951 5 Sheets-Sheet 3 lf2 Il? 'lllll 116 135 zzz jan. Z8, lg. K F, R FAGEOL Er AL 2,028,829

TRANSPORTATION VEHI CLE Filed Dec. 7,'1951 5 sheets-sheet 4 242 l? @.74 23a 32 233 )231 l auf .Y I 1 "L Il 1 l' i 1i u 22a if i; 252 1; E 203 l I;

:E :i 212 l2@ l im. 28, w35 F. R. FAGEOL Er AL www TRANSPORTATION VEHICLE 5 Sheets-Sheet 5 Filed Deo. 7, 1931 www f.

Q K A W Patented `an. 28, IQG

`UNITED STATES PATENT OFFICE TRANSPORTATION VEHICLE Application December 7, 1931, Serial No. 579,576

Claims.

This invention relates to passenger-carrying motor vehicles and particularly to the type known as motorbusses having internal combustion en, gines.

In many prior types of vehicles of this character the total available space has not been einciently utilized for the transportation of passengers and their luggage. As generally heretofore constructed, these busses have the complete power plant including the engine projecting forwardly from the body of the vehicle and the body does not extend over the engine nor to either side thereof. Therefore a substantial portion of the area of the Ychassis or base frame of the vehicle is not available for the carrying of passengers or their luggage.

Efforts have been made to provide additional space for passengers by extending the vehicle a substantial amount in back of the rear axle, but this arrangement is unsatisfactory, due principally to the resultant unbalanced load on the wheels and axles, and causing excessive strains on the body and framing of the vehicle.

This invention aims to provide a passengercarying motor bus which is extremely light in weight considering the number of passengers capable of being carried, and wherein the maximum available space is utilized to the carrying of passengers and their luggage, and wherein the weight of the vehicle both loaded and unloaded is balanced with respect to the axles and wheels. The body of the vehicle is co-extensive with the base frame whereby the total area of the frame is utilized. The driving means comprising an internal combustion engine is disposed at the forward end of the vehicle and projects above the floor of the passenger-carrying body and is contained in a housing, with ample space on each side thereof which is eiiciently-used in the present invention.

On one side of the engine the operating controls are compactly arranged adjacent a drivers seat, and on the other side a double seat for carrying two passengers facing to the rear of the vehicle may be arranged partly over the housing enclosing the engine, leaving ample space tothe rear of this forward seat for carrying luggage. For this purpose the housing for the engine and its accessories extends to one side of the vehicle body, providing a shelf space for packages and luggage.

This invention further aims to provide a motor vehicle of the passenger-carrying type in which the body extends completely over the internal combustion engine, the engine projecting upwardly into the body, and enclosed within a housing,

with one or more passenger seats arranged over (Cl. 18th-54) said housing and adapted to be secured to folding shelf members constituting the engine housing, whereby the seats and the housing may be folded out of the way when it is desired to have access to the engine and its accessories.

Another object of this invention is to provide a passenger-carrying vehicle with a very low center of gravity and with a licor aisle which extends longitudinally of the vehicle and to one side of the center line thereof, the seats being arranged on shelves which are one step above the aisle, with the drive shaft extending from the forward power plant to the rear axle beneath the shelf provided by the seats on one side of the vehicle. By this construction a very low aisle extends substantially the' full length of the vehicle and the drive shaft may be positioned above the level of this aisle. Also by this construction, passengers are enabled to enter the vehicle by stepping directly into the same on the lioor level without having to make two upward steps. Furthermore, maximum head room is provided for standing 4passengers in the aisle with a low roof, resulting in the light weight construction having a low center of gravity and therefore safe and comfortable in riding at high speeds. By this construction it is also possible to have a central power plant engine housed by the body with the propeller shaft extending directly to the rear axle in combination with a low floor line, the propeller shaft being arranged centrally of the vehicle without excessive vehicle width. In addition, by arranging the internal combustion engine in front of the vehicle body and forwardly of the front axle, it is possible. to provide a low entrance door to the rear of the front axle, allowing entrance by passengers to the low floor aisle which is substantially below the level of the propeller shaft.

With the arrangement of the engine projecting upwardly into the body of the bus adjacent the forward end thereof, in combination with the drivers seat positioned to one side of the engine, it is desirable to position the gear shifting transmission just to the rear of the engine. However, this arrangement makes the usual gear shifting lever inaccessible to the driver. Heretofore complicated remote control mechanisms have been provided for shifting gears when the driver is seated as described, and it is an object of this invention to simplify this construction by providing a gear shift lever which extends forwardly to a readily accessible position for operation by the driver and which directly shifts the gears of the rearwardly positioned transmission. This novel gear shift lever mechanism further .utilizes al1 available space, since the gear shift jform of transmission mechanism. wherein the shifting takes place by a forward and reverse .movement of the changeable gears therein.

This invention further provides a novel base frame for a passenger-carrying vehicle which is extremely light in weight and yet is strong and durable and has a low center of' gravity, and

which may be constructed of lighter fr members.

A further object oi the present invention is to provide a passenger-carrying vehicle having a base frame oi relatively light framing members, the frame being rigidly united to a body construction also formed of relatively light irame members, the frame and body being so constructed and united that each reinforces the other. The body frame members are further united together by light metal alloy body panels or plates so that all parts form a box-like construction wherein ample strength and is obtained.

with a material reduction in weight. in prior constructions the frame members el.' the chassis were necessarily made heavy since the body'oi the vehicle was completely supported thereby and the body did not Abrace or strengthen the separate chassis in any way. -In contrast to this practice, the vehicle of this invention does not embody a separate chassis designed to take all stresses, but on the contrary a base frame is provided which together with the body takes the load stresses. In this manner both the chassis and ,the body may be lighter in weight, the vehicle thus being cheaper to build and resulting in lower maintenance and operating costs.

Thisinventicn lfurther provides a `passengercarrying ivehicle in which the emergency door enit is positioned adjacent the iront end oi the 'vehicle at a point which is readily accessible to the passengers and yet does not take up any of the passenger-carrying space. Preferably this emergency door isarranged directly opposite the entrance door.

This invention further provides a passenger-l carrying vehicle in which the base trame of the body constitutes the chassis of the yvehioie and wherein the frame is utilized to support the power plant .and is resiliently connected to the wheel-carrying axles, the frame of the vehicle being so designed that the entire enclosed space within the connes thereof is utilized for passenger carrying space. Furthermore, in the vehicle of invention, the internal combustion engine is directly supported from the frame in such manner that the weight of the frame members supporting the engine is a A further object of the present invention is to improve the cooling systeni of the internal combustion engine of this type of vehicle wherein the engine is housed beneath the body of the vehicle. In some prior designs, the radiator of the internal combustion engine has also been housed by the vehicie body and cooling air is through the radiator shell into the body= It has been found that the eiiiciency of cooling is improved if the radiator projects beyond the front end of the vehicle, since the four sides of the radiator are thus exposed to atmospheric air. In the present design this projection of the radiator is accomplished without adding to the overall y length of the velncle, since the-projecting radiator is within the confines of the front bumper and the front visor of the vehicle..

this invention with the doors thereof open.

Figure 2 is a tcp plan view taken just beneath the roof of the vehicle showing the arrangement of the seats and the control mechanism with reiation to the drivers seat.

lFigure 3 is an enlarged sectional view o! the box in which the'fare is received and the impelling mechanism for transferring the `fare to the iinal fare box adjacent the driver.

Figure 4 is a top plan view of the chassis lay out and framing members showing the engine, transmission andthe heater mounted therein.

-Figure 5 is a side elevation of the base frame of Figure 4.

Figure 6 is a section .on line G--S of Figure 4.

Figure '7 is a section on line 111 of Figure 4.

Figure 8 is a front elevation -of the base frame of the vehicle prior to the assembly of the body therewith.

Figure 9 is an interior view looking toward the front of the vehicle, showingthe depressed aisle, the drivers compartment, and the arrangement of the door operating mechanism.

Figure l0 is a detailed plan view of the. door .operating mechanism of Figure 9.

Figures 11 and l2 are plan views of slightly modied forms of the door -operating mechanism.

Figure 13 is a top plan partly in section of a pneumatically operated door mechanism.

Figure 17 is an enlarged section on line Il--l of Figure 15.

Figure 18 is a section through the body at the emergency door opening.

Figure 19 is an enlarged section on line Isl-I9l of Figure 14.-

Figure 20 is a broken detail showing the folding seat over the engine housing.

Figure 21 shows in plan a slightlymodied seating arrangement.

Figure 22 is a plan view showing the position of the radio receiver and speaker.

Figure 23 is a. side elevation of Figure 22.

Figure 2d is a rear view of the radiator showing a thermostatic control for the .radiator shutters. i

Figure25 is e side-elevation thereof.

Referring to the accompanying drawings wherein like characters designate like parts, and particularly to Figures 4 to 8, the chassis frame includes the marginal members Il preferably ci L section and of relatively light constructionA joined in substantially rectangular formation, with the corners thereof arcuate. This peripheral .substantially rectangular frame is positioned within the planes of the two sides and the front and back of the rectangular body of the vehicle when the same is mounted on the chassis frame. Rigidly secured to the peripheral frame member II are vertically disposed relatively light T-irons I2 which form a support for the sides and ends of the vehicle body, as hereinafter described in detail. As indicated in Figure 5 the peripheral frame members II are argled upwardly at the front and rear of the vehicle to provide a slightly greater road clearance between the front and rear ends of the frame. Peripheral members II are interrupted adjacent each corner of the vehicle and to the spaced ends thereof are secured the ends 'of arcuate wheel housing supporting i members I4 which are likewise of L section.

Two transverse connecting members I5 and I6 preferably of channel form connect the opposite frame members II adjacent the rear and front of -the vehicle. The rear channel member I5, is secured to the rear portion of the arched members I4 defining the rear wheel housings. The forward transverse member I6 is secured to the members I4 and II at their juncture, and member I6 has a depressed central portion II as seen in Figure 8.

Additional transverse members I8 and I9 preferably of channel formation are connected to the inner sides of the two sections I4 forming wheel wells, member I9 being oiset downwardly as seen in Figure 8. The downward offset of the two cross members I6 and I9 is to accommodate the engine for the bus as hereinafter described, and to allow movement of the front spring shackles.

The transverse members I5 and I8 adjacent the rear end of the-vehicle are in a plane above the plane defined by the peripheral members II. The cross member I5 is connected to the rear arched wheel housing members I4 by brackets. As seen in Figure 4, the rear axle 25 is connected by springs 26 to the two cross transverse members I5 and I8. Torsional strains imposed by the springs on the brackets and the transverse members I5 and I8 during heavy loads are taken care of in part by short longitudinal members 2'I parallel to each spring 2B and secured to the transverse members I5 and I8.

As seen in Figures 5 and 7 the spring shackles or brackets 21a for the forward end of the rear springs 25 are supported by short longitudinally extending members 3| preferably of L form which extend beneath the longitudinal members 21 and are secured thereto at-one end. The members 3| project downwardly beneath the transverse channel member I3 and are supported therefrom by depending brackets 28 secured to transverse member I8 and the angle members 3l as seen in Figure 7.

Asseen from Figures 5 and 7, the transverse member I8 is rigidly supportedat the two sides of the vehicle by a bracket member 29 'which extend; beneath the channel I8 and is secured thereto, and extends downwardly to the peripheral frame member II and is connected thereto, and is also secured to the flange of the angle member I5 forming the wheel housing.

It will be noted from an inspection of Figure `4 that the base frame of this vehicle is not proto provide an extremely light vehicle, and it has' been found that sufficient strength and rigidity can be obtained from the novel framing and body constructions herein describedwithout the necessity of heavy longitudinal framing members as used in prior vehicle constructions.

As seen in Figures 2 and 9, the vehicle of this invention is provided with a depressed aisle 5I with seats on opposite sides thereof positioned above the aisle level. This ldepressed aisle 6I is arranged offset from the longitudinal center line of the vehicle. The transverse members 22 and 23 are connected by a relatively short longitudinal framing member 32, preferably c: L formation, and a similar member 33 is secured to transverse member 22 and to member I8 by a vertical bracket. The longitudinal members 32 and 33 as seen in Figure 4 are displaced a short distance toward the right hand side of the vehicle.

Extending forwardlyfrom the transverse member 23 is the L member 35 which is in effect a continuation of members 32 and 33, member 35 having two 45 bends therein as seen in Figure 4 so that the forward end thereof extends parallel to and is slightly spaced from the forward transverse member I9, and is secured thereto by a plate 35. As seen from Figures 6 and 7,the members 32, 33 and 35 are substantially in the plane of the floor level of the depressed aisle 6I. The member 35 in combination with the members 32 and 33 dene the one side wall of the depressed aisle 6I of the vehicle. Member 35 extends to the side of the vehicle and nests within the angle of one of the vertical T members I2 and is secured thereto and to the peripheral member II. It will be noted that members 32 and 33 have the'lower angle thereof projecting outwardly toward the aisle 6I to form a support for the flooring of the aisle.

At the forward end of the base frame, the transverse members I6 and I9 are positioned in the 'plane 'of and are directly connected to the peripheral members II. Wheel housings are provided from sheet metal which project inwardly over the base frame, the rear wheel housings 31 being secured to the peripheral frame members I4 which extend upwardly over the wheels of the vehicle, and are also secured to the short longitudinal members 2'I and the transverse members I5 and I8. The front wheel housings 38 are connected to the transverse members I6 and I9 and to the peripheral frame member I ll. The transverse front members I6 and I9 are connected by shortlongitudinal framing members 4I which are positioned above the transverse members I6 and I9 and are connected thereto by plates 42. The arrangement of transverse members I6 and I9 and longitudinal members 4I forms a rectangular frame work upon which is mounted the internal cbmbustion engine 44 of the vehicle. The engine 44 is mounted by rubber or other resilient members whereby vibrations are not transmitted to the frame and body of the vehicle.

The front axle 45 is of the drop center type and the front springs I11G pass above the front axle and are secured thereto and to spring shackles mounted on the plates 42 and 43 which connect the framing members 4I to the transverse framing members I6 and I9, the'front spring shackles being stationarily mounted on rubber bushings and the rear ones being mounted on rubber bushings in pivoted shackles.

The internal combustion engine 44 is readily insert'able into the base frame of the vehicle through the front thereof, which is provided with an opening which is normally closed by a removable radiator 5I provided with louvers 52. As seen in Figures 1 and 2, the radiator 5I projects .beyond the body of the vehicle, so that it is tex-- posed completely to atmospheric air on all four sides and the front, and yet the radiator does not add to theoverall length of the vehicle since it is within the confines of the front bumper 53 and the visor 54. As seen further vin Figure 1, the internal combustion engine M projects upwardly above 4the floor level of the body of the vehicle and' is encased within a housing 55. The air drawn through the cooling radiator 5I by the usual fan driven from the internal combustion engine is drawn into the housing 5b. As seen in Figure 9, the housing 55 extends from the right hand side of the vehicle past the longitudinal center thereof and then terminates to leave a. space beside the housing at the left hand front corner of the vehicle for a drivers seat and for the A operating and steering controls of the vehicle.

The housingv provides ample space for containing the internal combustion engine and the various accessories of the vehicle, including the starting motor, electric generator, carburetor, valve timing mechanism pumps, v and various other units. In order that the internal combustion engine and its accessories may be readily accessible for inspection and repairs, the housing 55 as indicated in Figure 20 may be swung upwardly about pivotal connection 56, the housing being formed in two parts which are joined by hinges at 5i, In order to efficiently utilize all available space for the' carrying of passengers and their luggage, the folding shelf portion of the housing .55 is provided with a s eat 58 for two passengers facing the rear of the vehicle and this seat may be readily swung upwardly with the folding portions of the housing 55 when access is desired to the motor and its accessories. When in its-normal position as shown in full lines in Figure 20, the seat 5B is spaced from the front of the vehicle, providing an ample shelf space between the rear of the seat and the front of the vehicle upon which luggage and packages may be placed. It Ywill be understood that the seat 58 over the engine housing may be mounted in any convenient manner whereby it can be readily removed in order to open the engine housing.

From the arrangementas seen from Figures 2 and 9, it will be apparent that the Whole front end of the vehicle is utilized, the left hand side vthereof being occupied by the operator of the vehicle and the control mechanisms, and the space over the engine being occupied by a double rearwardly facing seat and shelf space for packages and luggage. As previously described, the vehicle of this in vention is provided with a depressed aisle Bl extending longitudinally thereof and to one side of the center line as seen in Figures 2 andl 9. AAisle 6| provides 'a wide platform to the lefthand side of the vehicle and a narrow platform to the right hand side thereof, upon which the seats are mounted. These seat platforms are mounted on the base frame of the vehicle one step above the level of aisle 6l, as seen in Figures 6 and 7..

Positioned above the transverse members 22 and 23 are shorter transverse channel members 62 and 63, which are secured' to the peripheral frame members Il byupwardly extending plates 64 and 65. 'I'he channelsv 62 and 63 extend just beyond the longitudinal center line of the ve--A the transverse channel member 8` and to the inner end of the shorter transverse channel 52,

. member 6l being secured to the inner ends of left hand side ofthe vehicle to denne one edge of the depressed aisle 6l. Seats may be arranged on this platform as illustrated in Figure 2, with four double forwardly facing seats i6? and one rear forwardly facing seat B59 extending com- .pletely across the rear of the vehicle.

This platform is continued on the right hand side of the vehicle as seen in Figure 2, to denne a platform space for supporting three single forwardly facing seats |68.

By the provision Aof the depressed aisle v6i y slightly onset with respect to the center line of the vehicle, it is possible to provide a low hung vehicle, and yet provide ample road clearance by running the propeller shaft to the driven rear axle between the floor level of the platform and the framing members. As seen in Figure 2, the internal combustion engine 44 is provided with the usual transmission "H mounted adjacent the rear of the engine, and the propeller shaft 12 provided with the universal joint 'i3 extends directly to the differential 14 of the rear axle 25.. Propeller shaft 72 is positioned centrally of the vehicle and need not .be oiset to accommodate the depressed aisle 6I, thus simplifying the construction. Furthermore, the transverse member 23 supports a bearing for the propeller shaft.

As illustrated in Figures 4 and 6, a mid ship bearing 'l5 for the propeller shaft 12 is supported on channel 23 by a rubber mounting 16, thus preventing any vibration of the propeller shaft from being transmitted to the body of the vehicle.

The body of the vehicle, to be hereinafter described in detail, is provided with a single entrance and exit doorway which, as seen in Figure l,- is just to the rear of the front axle and opens directly into the depressed aisle 6l. Thus passengers may enter the vehicle by one step instead of having to make two steps as is common to most prior designs. Furthermore, the depressed f aisle allows ample standing room for passengers who cannot be seated and yet the'top of the bus may be relatively low with respect to the chassis base frame, thus maintaining a low center of gravity, resulting in safe operation at high speeds.

The entrance is ,adapted to be closed by twooutwardly swinging doors 8| and 82..

One aim of this invention being to 'provide a compact, light-weight vehicle in which all available space is utilized for the carrying of passengers and luggage, it is very .desirable that thel l door operating mechanism be so positioned that it does not occupy room which could otherwise be utilized. Withthis end in view, the door operating mechanisms of the present invention are arranged adjacent the roof -of the bus in a position forv ready access by the operator of the vehicle and yet completely out of the way of the passengers. As seen in Figures 9 and 10, the doors 8| and 82 arepivoted about hinge members 83 and each door is provided with a bracket vmember- 8 6 secured thereto. Each bracket 84 75 has an arm 8,5 to which are secured links 86 'and 81 by a universal joint connection. Links 86 and 81 are connected to crank arms 88 and 89 respectively by universal joint connections 9|, and these crank arms are rigidly secured to a transverse operating bar 92 extending across the roof of the vehicle and provided at its opposite end with a crank handle 93.

The doors are shows open in Figure 9, and it will be seen that the handle 93 is in its lower position. When it is desired to close the doors the handle 93 is swung away from the front of the vehicle and upwardly toward the roof thereof, thus rotating the cranks 88 and 89 and pulling the doors positively closed. To open the doors, the operator merely reaches up and pulls handle 93 downwardly, thus rotating the cranks to the open door position of Figure 9. Thus the door operating mechanism is readily operable by the driver and yet does not interfere With the passenger space.

Figure 11 illustrates a modified form of door operator in which the rod 92 has a single crank thereon to which is secured the bar 94 ha-ving rack teeth 95 and 96. The rack 98 directly engages the pinion 91 of the door 82, and the rack 95 engages an idler pinion -98 which in turn engages the pinion |0| of door 8|. It will be apparent that when the rod 94 reciprocates the pinions 91 and IOI will be rotated in reverse directions to open and close the doors.

In Figure 12 a single operating bar 02 is directly connected by a link |03 to door 82, and further serves to rotate pinion |04 by shaft |05. The pinion |04 engages the pinion |08 on door 8|. vIt will thus be seen that reciprocation of rod |02 causes reverse rotation of the doors 8| and 82. The rod |02 is connected to a crank on the cross rod 92 operated by a handle 93 similar to the construction of Figure 9.

Figure 13 illustrates a pneumatically operated door mechanism, which is sometimes desirable when air pressure 'is available on the bus. In this form, the doors are positively maintained both in 'closed and open position by air pressure. The driver of thevehicle operates the doors by a controlling valve handle which is placed in a readily accessible position. Door 82 is provided with a bracket III connected to a reciprocating rod ||2 which is threaded through arm ||3 of bracket and secured by lock nut II4. At its opposite end, rod I2 is threaded into a piston I5 to which is secured a rod IIS, with a leather washer or other sealing means ||1 secured between members I5 and IIS. Piston ||5 and connected rod ||8 and washer II'I are adapted to reciprocate within a cylinder II8 secured to al larger cylinder |I9. The rod- I I6 has an enlarged head |2| which is adapted to engage the end of cylinder I|8 when the doors are closed as in Figure 13. The head |2| has secured thereto by a bolt |22 a piston |23 provided with a sealing ring |24 and a leather washer |25. The piston |23 and Washer |25 are adapted to fit closely within cylinder II9 and reciprocate therein. At its opposite end cylinder |I9 is closed by a threaded cap |29 to which is threaded a drilled bolt |21 whose opposite end is secured to the tting |28 having an opening |29 for the entrance of air. A bolt |3| is secured to fitting |28 and to arm 32 of bracket |33 which is secured to door 8|. The cylinders IIB and |9 havecorresponding openings 4|34 whereby air may be admitted to cylinder The operation of this pneumatic door operating mechanism is as follows: Normally air is admitted to opening |29 which then passes into cylinder IIS and reacts against the piston |23 to hold the interconnected rods IIB and ||2 in the position shown in Figure 13, thus maintaining door 8| closed. The air a'lso reacts against the cap |28 of cylinder ||9 to press the cylinder ||9 and connected fitting |28, bolt |3| and bracket |33 to maintain door 8| closed. When it is desired to open the doors, the operator moves the valve handle to allow air to enter the opening |34. This air reacts against the leather washer |25, and since the area thereof is greater than the area of the sealing washer |I1, the head I2| and piston |23 move to the right of Figure 13, thus pulling the rods IIE and II2 to swing the door 82 to open position. At the same time, the' air reacts against the end face |35 of cylinder IIB to force the connected cylinders to the left of' Figure 13, thus pulling the bolt |21, fitting |23,

bolt |3I, and bracket |33 toswing the door 8| open. When the -valve actuating handle is reversed and the air is admitted to port |29, the doors are closed. The valve is so arranged that air is constantly admitted to the cylinders at all times and the doors are thus constantly maintained either opened or closed. Due to the large area of piston |23 and cylinder cap |26, a strong pressure maintains the doors closed at all times.

It will be noted that in all of the doors disclosed, the edges thereof are provided with rubber overlapping members |38 so that a substantially air-tight seal is maintained, and yet injury by the inadvertent closing of the doors on passengers hands is impossible. Further, the air pressure for operating the doors of Figure 13 is so regulated that injury to an entering or leaving passenger is impossible since the doors do not have sufcient pressure to prevent them being held in an Yintermediate position if a passenger is caught therebetween.

The door operating mechanisms herein disclosed are particularly desirable for these passenger busses wherein all available space isutllized, since the operating mechanisms of this application are so positioned that they are adjacent the roof of the bus and are thus out of the way.

A further conservation of space is obtained in this invention by the arrangement of the gear shift lever such that no useful passenger space is occupied thereby, and a standard form of gear shift transmission is used. As seen in Figures 1 and 2, the gear shifting lever |4| projects directly upwardly from the transmission 1|` and then is bent forwardly toward the left hand side of the vehicle at such angle as to have the handle thereof adjacent the drivers seat |42. and beside the adjacent passenger seat 58. The angularity of the gear shift lever |4| is such that the end of the lever moves substantially in a vertical plane for changing gears. Thus practically no space is wasted by the gear shift lever which extends to a position of ready access and yet does not interfere with the passenger space, and since its movements are substantially vertical no space need be provided around the lever as is usually necessary.

From an inspection of Figure 2 it will be seen that the drivers seat is positioned forwardly of the entrance doors 8| and 82, and in order to avoid the necessity of the driver turning around to face the rearwardly positioned doors to collect fares and make change, an automatic fare propelling system is part of this invention, wherethe rod |45.n The tube |45 is hollow and is adapted to transfer the coin upwardly to the roof of the vehicle, Yand thence by way of transverse conduit |48 tala vertical conduit |49 to :a fare box |5| positioned on the left side of the vehicle adjacent the drivers, seat |42.

In order te automatically transfer the deposited 'fare from' bex |46 tofare'box |5|, the mechanism shown in Figure 3 is used, although it will be understood nthat pneumatic or other forms of transfer mechanism may be used in this combination.

R'eferringto Figure 3, the transfer conduit |41 is adapted to allowV the coin |52 to enterethe holiow tube Y| as seen in Figure 3. Extending acress the tube |45 is a block |53 and also ltwo contact members |54 and |55. The entering coin |52 is adapted to close an electricai contact between the two contacts |54 and |55, to thus close an electrical circuit for solenoid [L56 having a movable core |51. Core |51 lis connected to a rod |58 which projects upwardly through block |58 to a position normally inst beneath the coin in Figure 3, where;V it bridges electrical contacts |54 and |55 to close the circuit for solenoidY |56. The core |51 thereof is rapidly drawn upwardly and the root |58 impacts against the coin |52 and' throws the same up to the roof of the vehicle from which point it rolls by gravity through the connecting Vchute |48 and downwardly through inr'the forward end of the-vehicle, and the entrance thereof may be further back, for exanple,

to ihe rear of the front wheels as shcwnin this' application, Coins may be deposited in the'box,

adiacent the entrance of the vehicle and are automatically propelled to a fare bex which may be near the driver. Therefore the driver1does not have to turn around in his seat ,to examine the deposit of fares by the passengers. i I

'Another important feature of this inventio is the arrangement of the heater devices for the vehicle. As seen in Figure 2, the air which is drawn through the. radiator 5|!by the usual fan may enter a funnel shaped member |6| connected with a conduit |52Y which surrounds the exhaust muiiler of -the internal combustion engine to thereby highly heatthe air being forced therethrough. The conduit |62 is connected to a funnel-shaped housing |63 which opens into the grill |54. vAsseen in Figures 1 and 9 grill |64 opens, into the body of the vehicle at the angular pertion ofthe depressed aisle 8|. n'Ihus the highly heated air enters the bus at a point where it normally driven ltoward the rear of the vehicie and substantiallyl centrally thereof tdprovldeian even temperature throughout without providing for pOiIliS 0f exceedinglf high temperature adjacent the Furthermore, the entrance of air into the depressed aisle adjacent the door opening serves to prevent excessive blasts of cold air into the bus when the doors are opened, since this heated air tends to repell theentrance of cold air.

As a further means for warming the front part of the bus adjacent the driver and also to prevent the :frosting of the windshield and the deposits of .snow and ice thereon in cold weather, an additional heating means is provided as shown in Figures l, 9 and Y20. Between theforward passenger seat 58 and the windshield, the engine housing 55 is provided with an auxiliary door|65. When this door is swung open as inciicated by dotted lines in Figure 1, somegof the air being forcibly drawn, through the radiator by the engine fan is deflected upwardly the bus body and impinges against the inner race of the windshield and then passes; upwardly and back into the vehicle. 'I'he door |65 acts as a baille to deect the air from the hottest part of 'the radiator into 'direct contact with the `windshield to prevent frosting thereof. It will be understood that the snpply of the heated air passing through the conduit |52 and out of the grill |64 may be regulated by valve means, not shown, and controlled from the drivers position.

From an inspection oil-Figure 2.it will be apparent that the maximum space has been utilized to the fullest extent-in the novel vehicle of this invention, by the provision of the depressed aisle in combination with the raised platformsy upon which the seats are arranged, the forward position Vpi.' the driver which is pomble due to the use of the remote fare box and the gear shift lever handle positioned asY described, and the the accommodation of the packages and lugsase. f YAsseeninli'igure1thebottomoi'theiinternal eombustion engine is recessed at |1| toi-accommodate the front axle 45. By this recess sufcient clearance is obtained between the engine and the axle when the vehicle is passing ever 'road irregularities, andthe engine be positioned 'close to Vter of gravity. Y f

Adjacent the front end of thevehicle and directly opposite the doors 8| andinia an emergency exit door |12 normally heldV closed by latch mechanism |13. It will :be seenlthat this emergency door is in a readily accessible position jist in back of4 the driversseat and adjacent the forwardly disposed doubie seat. This emergency door is therefore not inl the way and does not y, occupy any additional space in the vehicle.

the axleto a leiw cen-- The base frame construction herein dcribed in 4detail is materlally lighter in. weight than the usual chassis provided for vehicles of this nature. This frame is not athpted to carry the load ci the vehicle except when combined with a body construction which reinforces the base frame provide the necessary rigidity and strength. The base frame herein disclosed may associated with"various types of body constructions, such as delivery trucks, or busses of various types which reinforce the base frame imembers.A As herein disclosed the frameV cent the front of the vehicle is connected at both sides of the vehicle to the members I4 forming the wheel housings. This T member 20| extends completely across the roof of the vehicle and is thus of U-shape. Extending down the center of the roof of the vehicle is a T member 202 which extends forwardly of the vehicle only as far as the member 20| and is suitably secured, preferably by a plate welded to both members. At the rear of the vehicle, the central T member 202 extends downwardly .lust beyond Where the curvature of the roof joins with the vertical back of the vehicle, as seen in Figures 14 and 15. Additional side frame members of T form 203 to 208 also extend upwardly along the opposite sides of the vehicle and across the top thereof, and are suitably joined to the central longitudinal T 202, preferably by welding. These members 203 to 208 are preferably of U formation, the two legs of the U extending downwardly on opposite sides of the vehicle, and the base of the U being bent downwardly to form a notch to accommodate the central member 202. However, it will be understood that the members 203'to 208 may be formed in two halves which are suitably joined at the upper central portion of the vehicle to the longitudinal T member 202.

The rear side T members 203 do not extend across the roof of the vehicle, but terminate at the point where the vertical sides of the vehicle merge into the curved roof.

As seen in Figure 14, additional strength is provided to the body at the front end thereofl adjacent the door openings for the entrance and exit door and the emergency door, which' are positioned just to the rear of the front wheels. The front members 20|, 203, and 204 are connected by transverse members 2 |2 and 2|3, preferably of L formation. yMembers 2|2 and 2|3 are positioned at the base of the front windows on opposite sides of the vehicle and these windows may be raised.I Additional transverse L members 2|4 to 2|1 are rigidly secured to the U shaped members 205 to 209, and these members 2|4 to 2|1 are also positioned at the base of the windows which may be raised. The L members 2M to 2|1 are continued across the curved back of the vehicle by similar L members 2|8 and 2|3. Members 2|8 and 2|S are secured to vertical T members 22| and 222, which are suitably secured to the peripheral frame member as seen in Figures 15.

VMembers 2|8 and 2|9 form the base sill for Windows at the rear of the vehicle which however are not adapted to be opened. It will be understood that the members 2|8 and the windows above the same follow the curvature at the corners of the body as seen in Figure 2.

It will be understood that U shaped members 20|, 203 to 209 are the T members I2 of Figure 4. D

Extending longitudinally of and adjacent the top of the vehicle body are L members 223 to 228 which are positioned at the top of the stationarily positioned windows shown in Figure 1. The rear L member 223 is substantially of U shape and extends completely across the back of the vehicle and along the sides thereof to the vertical T members 208. At the point of intersection as seen in Figure 14, the members 223 to 228 are joined by plates 229 to T members 203 to 208.

In order to further strengthen the body and ings, a sheet steel plate 23| extends across and is joined to members 203, 204, 205 and 206, preferably by welding. Additional strength is further imparted to the construction at this point by an angle iron 232 secured to the vertical T members 204 and 205 and also to plate 23|. Suitable brackets 233 secure the angle member 232 to side members 204 and 205.

The rear end of thc vehicle is furthermore braced by two crossed angle members 234 whichA are rigidlyconnected at their opposite ends to the vertical T members 22| and 222 and these members are also connected at their lower ends to the peripheral frame members and are secured together Aat the point where they cross one another, This construction gives a rigid bracing to the rear body of the vehicle.

At the front of the vehicle as seen in Figure 1G, there are two T members 23E which are joined at their lower ends to the peripheral frame member extending across the front of the vehicle, and are joined at their upper ends to a T member 231, which is substantially in the shape of a U and is connected on opposite sides of the vehicle to the vertical portions of the U shaped members 20| and 203. T members 235 curve upwardly as a continuation of front members 236 and are secured to the roof portion of U shaped member 20|.A Angle members 23B extend around the front corners of the vehicle and are connected to the U shaped member 20| and to the front members 238. A transverse T member 239 extends across the front of the vehicle and is rigidly connected .to the two vertically extending members 23E.

The rectangular opening provided by members 23B, 231 and 239 is adapted to receive the windshield glass of the vehicle which is preferably stationarily mounted. Short curved angle members 24| are secured to the front members 23's` and these members 24| follow the curvature of the front corners of the vehicle and are connected to vertical angle members 242 extending between the horizontal members 238 and` 231. The openings provided between members 236, 24 242 and 231 are adapted to receive stationarily mounted curved Windows. Just in back of these curved windows are windows which are hingedly mounted about the vertical U shaped members 20|, and these windows may be swung outwardly to admit air into the vehicle.

From the above description of the body con- The various body framing members are rigidly connected at all points where they intersect, preferably by Welding and in some instances by the additon of bracing brackets or plates.

The entire box-like frame shown in Figures 14 and 16 is covered by metallic panels which are directly mounted upon the framing members and are riveted thereto. These body panels are preferably made of a special metal alloy which is light in weight, very strong and rigid, and is substantially non-corrosive. The roof, front, back and two sides of the vehicle are composed of these plates and when the assembly is complete the metal body plates contribute materially to the strength and rigidity of the complete Vehicle. here described is materially lighter in weight than the usual vehicle construction having a similar passenger-carrying capacity, and is furthermore, materially stronger and more rigid to withstand road shocks.

The assembled body and case frame as Cil Although the novel body and base frame construction herein disclosed is not so limited, a preferredmethod of assembly is substantially as described in copending application Serial No.

355,755, filed April 17th, 1929, now Patent #1,877,653, dated Sept. 13, 1932. The forward portion of the body is assembled and includes the front and the twosides and roof as far back as therear of the two doors and the metal body 10 plates are secured thereon, the assembly being made on templets; the rear, sides and roof as far forward as the doors are similarly assembled and these two sections are joined over the base frame shown in Figures 4 to 8 and all parts are then permanently united.

` Details of the mounting of the glass in the vehicle body and the details of the framing members at the door openings are shown in Figures 17, 18 and 19. Referring particularly to Figure 20 17, which is taken on line I1-I1 of Figure 15, it will be seen that the angle member 2I8 which extends across the backpof the body has riveted to the exterior face thereof the special alloy metal plates 246 forming the exterior of the body.

Also riveted to member 2 I8 is a window retaining member 241 which extends inwardly over the angle of member 2| 8 and has an upwardly projecting flange 248. On the interior side of the vehicle body and resting on top of the angle member 2I8 is `a window trim angle 249, the lower One of the flanges of the Z member 253 engages the angle 249 to retain the window in position.

' Y At the upper end of glass 252, the U shaped member 25| is retained in position by a similar Z shaped trim strip 255 secured to the upper angle 5 member 223y by bolts or machine screws. Bolts 256 also are adapted to secure the light sheet metal roof 251 of the vehicle to the angle member 223. The exterior roof member 258 is riveted to the angle 223 and vencloses the edge of the A retaining members 259 for the window. These stationary rearwindows with the felt inember 25| are adapted to t into the angles of the vertical T members 22| and 222 whereby the maximum amount of light is admitted to the vehicle at the rear end thereof. The window glass member 252may be readily removed by rel moving the machine screws 254 and 256 to 'thus ,remove the strips 253 and 255 to release the windows 252 andthe U shaped strips 25|. Figure 19 is a 'detail showing the construction of the body framing members at the emergency door outlet. It will be noted from Figure 9 that this door I12 opens directly from the platform `level at which the' seats are positioned. Therefore, to provide a sill for the bottom of the door, 'an additional framing member 262 preferably of L formation extends across the emergency door outlet slightly below the platform level. Angle member 262 shown also in Figure 4' is secured at one enddirec-tly to the short transverse channel member 63, and at its forward end by a bracket to the transverse member I9. As seen in Figure 18', the sheet metal panel 246 forming the outer surface of the body is turned inwardly over the angle 262. The flooring memhers 264, preferably of wood, and forming the platform of the vehicle rest upon the inwardly extending ange of the angle member 262 and a composition iiooring 265 is secured to the floor member 264. e. rubber or other resilient sealing 5 member 266 extends downwardly over the edge of ooring members 264, 265 and a compressible tubular member 261 is also positioned on top of the outer sheathing members 246 in the corner adjacent the flooring 264. When the emergency 10 door I12 is closed against the resilient members 266 and 261, a comparatively tight seal is mainV tained to prevent the entrance of moisture and cold air. Furthermore, the door is set into the confines of the vehicle so that it does not project 15 from the sides thereof.

At the upper edge the door lpasses beneath the wood frame member 21| maintained in a U shaped metal sheathing 212 which is secured to theupper angle member 225 by bolts 213, which are 20 also adapted to secure theinterior sheet metal ceiling or roof 251 of the vehicle. A water shield v214 extends longitudinally of the vehicle just above the emergency door and is secured by the rivets which secure the body sheathing to the 25 angle member 225. The upperedge of the door frame is also provided with a resilient seal 215, against which the emergency door I12 engages when closed.

The sill provided for the movable windows of 30 the vehicle body is shown in detail in Figure 19 which is taken on line I9-I9 of Figure 14. It will be seen that the longitudinally extending angle member 2I5 forms the base sill' of the movable windows wand the metal sheathing 24s is 35' riveted thereto, andan additional sheet metal window frame 211 is also. rivetedfby the same rivets. Member 211 extends inwardly of the body of the vehicle and is provided with an upwardly extending portion 218 having a reverse 40 bend therein and extending downwardly and terminating in an outwardly extending flange 219. The movable windows of the vehicle are adapted to be closed directly. against the sheet pietalmember 211 and rest against the upstand- 45 Sing flange 218 thereof. The downwardly extendportions of members 211 and the anges 219 thereof provide an interior nish to the window sill. Y

The vehicleherein described embodies a bas- 50 4strength imparted to the base frame by the body framing members and the metal body panels all vrigidly united. All of the parts used to make up 60 the body and base frame as herein disclosed co-v operate to provide a staunch vehicle capable of withstanding severe strains and yet not having excessively heavy parts.

From an inspection of Figures 1 and 9, it will 85 beV apparent that a substantial space for the carrying of vehicle accessories, suchas batteries, tools, and other equipment may be provided just beneath the two seat platforms on opposite sides o1' the vehicle. In one type of vehicle this space 70,

is approximately 9% inches high, `,and on the left side of the vehicle extends back as far as the propeller sha.ft12.- 'Ihis space may be also fused for the storage of passengers luggage such as suitcases andpackages. For this purpose in 75 Cil order to get access to this storage space, the outer panels of the vehicle body may have doors hinged to swing outwardly from the vehicle.

It may be desirable to equip each bus with a radio receiving system for purposes of entertainment or, preferably, for placing the bus under control of a-central or dispatching oilice. A preferred layout for such a system is shown in Figures 22 and 23, which are broken top plan and side elevations of the front end of a bus. As seen in Figure 22, a radio receiving antenna 30| is positioned on the roof of the vehicle and is supported upon suitable insulators 302, the lead-in wire 303 from the antenna, preferably extending down the left side of the vehicle and beneath the platform upon which the driver is seated. This lead-in wire 303 is connected to a radio receiving set 3043. i f

As seen in Figure 22, a preferable location for 'the receiving set 3013 is adjacent the right hand side of the driver, and to this end the double seat previously described as positioned over the engine housing is replaced by a single rearwardly facing seat 305. Thus the receiver may be positioned horizontally on the engine housing, and the top thereof is adapted to have an upstanding iange with a flat space upon which may be positioned a map 306 of the zone in which the bus operates, and a note pad 307i.

The loud speaker 303 may be positioned in any convenient location, being shown in Figure 22 as mounted on the left side of the vehicle adjacent the drivers seat, and being connected to the radio receiver by cables 309 which extend downwardly beneath the oor platform.

'Ihe battery 3| for the radio receiving set may be positioned in one of the cabinets between the level of the depressed aisle Bi and the level of the shelf upon which the raised seats are positioned. The battery 3H may be removed and replaced and serviced by way of an outwardly swinging door 3|2. the iioor board of the depressed aisle 6| and to the radio receiving set 303. Thus the battery,

accommodate ve passengers.

the wires and the loud speaker are positioned out of the way of the passengers and the driver.

The receiver 306i is conveniently'posi'tioned for tuning, and the top of the receiver is adjacent to the driver who may readily refer to the map 30G,

and may make notes on the pads 307 of the addresses at which he is to call and other information regarding the taking on or discharge of passengers. With the cruising busses equipped with radio receivers and speakers, a central broadcasting station or a commercial broadcasting station may readily direct any bus in any particular zone to stop at a specied point for receiving passengers.

A modied form of seating arrangement is shown in Figure 21 wherein the seating capacity of the bus is increased to 22 passengers with no increase in the overall dimensions of the vehicle. In this type of vehicle, the usual depressed aisle 6| is provided and the double front seat 58 faces to the rear of the vehicle. Furthermore the three single forwardly facing seats |68 are positioned on the right hand side of the vehicle and on the left hand side thereof, the seats 32| are made slightly wider to extend slightly beyond the center line of the vehicle, whereby each seat 32| may accommodate three passengers instead of two as in the arranagement shown in Figure 2. Furthermore, the rear seat 322 may be arranged to In a vehicle having this seating arrangement, the radio receiver A cable 3|3 extends beneath may be positioned at any convenient point which will not interfere with the seating arrangements.

Figures 24 and 25 illustrate an improved form of thermostatic control for the radiator shutter, embodying a casing 33| adapted to be mounted adjacent the radiator and having an expansible bellows to cause rod 332 to reciprocate when the heat-sensitive liquid or gas within the bellows expands. Rod 332 is connected to a bell crank333 the other arm of which is connected to rod 33t which extends downwardly to open and close the shutter. 'I'he water from the radiator 5| is caused to circulate through casing 33| by pipes 335 and 33B connected to the inlet and outlet Water connections 331 and 338. The casing 33| is a separate unit which may be mounted in any convenient location and need not be built into the radiator. The forced circulation of water in the radiator causes a circulation through casing 33| to affect the heat-sensitive liquid or gas.

By the above-described construction a separate detachable mechanism is provided to open anc* close the radiator shutters in accordance with water temperature. The movable shutters are mounted in a separate shell which may be, positioned over the radiator shell and the operating mechanism may be conveniently mounted and connected as described.

The invention may be embodied in other speciflc forms without departing from the spirit or essential characteristics thereof. The present embodiment is therefore to be' considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims-rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended tobe embraced therein.

What is claimed and desired to be secured by United States Letters Patent is:-

1. A road vehicle comprising a body of boxlike form, a base frame constructed of relatively light framing members and including a peripheral frame member extending completely around the vehicle, a longitudinal frame member oiset from the center line of said base frame, a plurality of transverse framing members secured at their ends to the peripheral member, axles disposed beneath said base frame between adjacent transverse members, springs secured to said axles and to adjacent transverse members, a motor spaced between .the forwardly disposed transverse members and located substantially on the longitudinal center line of said vehicle, a drive shaft 'extending from said motor to the rear axle, said i drive shaft being above the level of said peripheral frame member, and an aisle extending longitudinally of said vehicle at one side of said drive shaft and substantially in the plane of said peripheral frame member.

2. A passenger-carrying road vehicle characterized'by its light weight and low center of gravity comprising a base frame constructed of relatively light members and including a peripheral frame member extending completely around the vehicle, a plurality of transverse members connected at their ends to vsaid peripheral member; an internal combustion engine mounted on said base frame adjacent the front end thereof;

' a front dead axle and a rear driven axle connected to said frame by springsya drive shaft extending from said engine to the rear axle, said drive shaft being above the plane of the peripheral member and passing above some of said transverse members; a longitudinal aisle substantially in the plane of the pcripheraiY frame i member and to one side of the drive shaft; a 1

engine disposed adjacent the forward end of said i body and projected partially within said body seat platform extending from one sideof the and housed thereby, a housing for said engine vehicle to the aisle and covering said drive shaft; e extending from one side of thegbody and termiand-relatively light metal body framing members Y' and metal body rigidly united to said baseframe e housing and one side of said body, and a rearwardiyVY facing seat positioned over` the engine and reinforcing said base frame. Y n

3. The invention as dened in claim 2 wherein said seat platform extends completely across the back of the vehicle and forwardly on the other side of the vehicle to a doorway,*to define a depressed aisle with raised seats lon both sides thereof.

4. A passenger-carrying vehicle comprising a body of box-like form, an internal combustion engine disposed adjacent the forward endl of said body and projecting partially within said body and housed thereby, a housing for said4 engine extending from ene side of the body and rmihating short of the other side, 'a drivers seat v iiousingY e e 6. A passenger carrying vehicle comprising a oody of box-like form, an internal corr'ibustion engine disposed adjacent the forward endj of saidn and projecting partially within said body and housed thereby, a housing for said engine extending from one side of said body and ter-- Yminating short of the other sidei a drivers seat and vehicle control mechanism between said engine housing and one side of said body, and a rearwardly facing seat positioned over said engine housing at the other side Eof the body, an opening in said body on the side adjacent said y rearwardly facing seat, and anY aisle accessible from said opening ccmm'ianicating with seats disposed along said body adjacent the sides thereof.

wardiyfacing seat positioned over said engineLi housing? 8. A passenger-carrying vehicle comprising ai? body oi@Y box-like form, an internal combustion? nating short ofthe other side, efdriversseat and vehiclegcontrol mechanism between said engine housing and spaced from the front of the body to provide a shelf spa-ee in front of the engine housing. e l;

9. A road vehicle characterized by its low center of gravity and light weight comprising a base frame constructed of relatively light framing members and including a peripheral frame member extending completely around the vehicle, said peripheral frarne member beig'arched at the intended positions of the wheels, a plurality of transverse framing members supported at their ends by said peripheral member, certain of said transverse members lying above the pla-ne of said peripheral member andserving to support a oor, two relativelyshort longitudinal members secured to two rear transverse members substantially at the level of said oor, and two short engine supporting longitudinal members positioned above and secured to two front transverse members, wheel supported front and rear axles, and front and rear'springs seured to said axles and to said two front and two rear transverse members respectively. 2 g ,Y

l0. A road vehicle having a body comprising a base frame including a peripheral frame extending around the vehicle, said peripheral frame beingncurved to provide arched portions at each rear Wheel, a pair of transverse frame members secured at their ends to saidperipherall frame adjacent said archedportios, two longitudinal members secured to said transverse members, additional longitudinal members secured at one end thereof to said iirst named longitudinal members at a point between their ends, brackets secured to one transverse member of said pair, said additional longitudinal members being securedgat theirgremaining ends to said brackets, and hicle'springs secured to said brackets by spring connecting means at points adjacent the connections pf the longitudinal members and said transverse Jnember, the connection of said additional members to said brackets serving to relieve said transverse member o f said pair having said brackets secured thereto of torsional stresses im posed 'by said spring connections. e

WILLIAM B. FAGEOL. FRANK R. FAGEOL. 

